Electric railway.



No. 720,273. PATENTBD PEB. 1o, 1903.

& J. VAN VLEGK.- ELECTRICY RAILWAY. APPLIGATIONVFILED NOV.I22, 1901.

T. E. MUARRAY' 10 SHEETS-SHEET 1.

N0 MODEL.

m: Nonms PETERS co.. Pnorumo.. wAsumcroN. n.12.

No. 720,273. .PATENTED FEB. 10, 1903. T. E. MURRAYl & J. VAN VLEGK.

j ELECTRIC RAILWAY. 'APPLIUATION FILED Nov. 22, 1901.

10 SHEEffSfSHEET NO MODEL..

NVENT?`S A@ y@ may@ W7 ByfA A TTOHNEY No. 720,273. PATENTBD FEB. 10,' 1903. T. E. MURRAY & .LgVA'N VLBGK.

ELECTRIC RAILWAY.4 APPLIOATIN FILED Nom-22, 1901.

10 SHEETS-SHEET 3.

N0 MODEL.

v w/TNEssEs f No. 720,273. PATENTBD PEB. 10, 1903. T. E. MURRAY d; J. VAN VLECK.

ELECTRIC RAILWAY.

, PPLIGATION FILED Nov. 2z, 1901. l xo MODEL. 1o SHEETS-SHEET i.

w/TNESSES M /N VEA/Ton f` l Si www2:

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` ATTORNEY THE Nunms PETERS co.. vnowumo.. wAsHlNrmw. u. c.

'RAT-ENTER RRR. 1o, 1903. T. E. MURRAY R J. VAN VLRGK.

RLRGTRIG RAILWAY.

APPLICATION FILED NOV. 22, 1901.

10 SHEETS-SHEET 5.

N0 MODEL.

/N VENTO/iff l No. 720,273. PATENTED FEB. 10. 1903.

T. E. MURRAY n J. VAN VLEGK.

ELECTRIC RAILWAY. APPLIoATIoN FILED Nov. z2, 1901.

10 SHEETS-SHEET 8.

N0 MODEL.

A 7TOHNE Y PATENTED PEB. 1'0, 1903. T. B. MURRAY & J.- VAN VLECK.

ELECTRIC RAILWAI APPLICATION FILED Nov. 22, 1901.

10 SHEETS-SHEET 7.

'H0 MODEL.

' w/TNESSES; l

INVENTOI? P I ArToHN/Ey onms PETERS cn.. Puomuwo.. WASH No. 720,273. PATENTED PEB. 10, 1903.

l ,'I. E. MURRAY & J. VAN VLECK.

ELECTRIC RAILWAY.

uPLtoA'rIoN FILED H0122, 1901. N o MODEL. 1o SHEETS-SHEET s,

' 'mi Nonms PETERS :cuadro-151Mo.. WASHINGTON. n. c

No. 720.273. PATRNTRD PRB'. 10.1903. T. R. MURRAY L J. VAN VLRGK.

ELECTRIC RAILWAY.

APPLICATION FILED NOV. 22, 1901.

10 SHEETS-SHEET 9.

N0 MODEL.

gew: 17o/RNE y 1H: Nunms PETERS co., nuoro-umu.. wAsmNmoN. n. c4

N0. 720,273. PATENTBD FEB. 10, 1903.

T. E. MURRAY & J. VAN VLECK.

ELECTRIC RAILWAY,

APPLICATION FILED NOT-22, 1901. Y

H0 IODEL. 10 SHEETS-SHEET 10.

A t l; a E

'l l i "Ti wlTNEssEs: j INVENTUM 9m@ m cf@ BY QATTURNEY Untoten STATES PATENT Ormea.

THOMAS E. MURRAY AND JOHN VAN VLEOK, OF NEV YORK, N. Y.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 720,273, dated February 10, 1903.

Application tiled November 22, 1901. Serial No. 83,318. No model.)

I To all whom, t may concer-7c.-

Be it known that we, THOMAS E. MURRAY and JOHN VAN VLECK, of the city, county, and State of New York, have invented a new and useful Improvement inElectric Railways, of which the following is a specification.

The object of our invention is to provide au electric railway for the conveyance of parcels, mail, and other matter in which the cars shal be operated automatically. t

Our invention consists in an electric rail-` way having a track and stations disposed at intervals along the same and also cars electrically propelled on said track. struction and arrangement is such that, first, a car starting from a principal depot orany given station will automatically proceed to and stop at any other given station; second,

applied to retard the motion of the car; fifth,

the line conductors in proximity to the track are disposed in block-sections, and by means of suitable automatic mechanism the section next to and immediately succeeding that upon which the car is advancing is rendered dead, so protecting the car from rear collisions;

sixth, the car mechanism being adjusted for.

a predetermined or normal speed any excess speed will result in the automatic operating of mechanism to reduce said speed to normal; seventh, in event of the automatic switchcontrolling mechanism not properly setting the switch the car is automatically arrested before the switch is reached and cannot proceed until theY failure is corrected; eighth, the track is double and stations are located on loops extending from one track to the other, but in a different plane-that lis to say, the loop may preferably rise over the tracks or descend below them-the stations are located on said loops; ninth, in case a car passing from a loop to main track comes in danger of rear collision with a car on said main track said first-named car is automatically The con comes in danger of rear collision with a car coming to main track from a loop said firstnamed car is automatically stopped; eleventh, a reversing-gear is provided ou each car, whereby from a distant point the motion of said car may be reversed; twelfth, an indicating mechanism is provided located at stations, whereby the speed of cars in proximity to the station is indicated and also their position at one side or the other of said station; thirteenth, a continuous sheet-steel hood may be provided when the tracks are above ground to protect the track, cars, and conductors and prevent derailment.

Ourinvention includes, broadly, the means and instrumentalities whereby the foregoing results are achieved, all as more particularly hereinafter set forth, and pointed out in the claims.

In the accompanying drawings the various parts and combinations, together with the electrical mechanisms and connections, are shown symbolically. In each ligure representing electrical circuits and connections live connections through which currents are passing under the described conditions are indicated by thick lines.

In the accompanying drawings, Figure 1 is an electrical diagram, in which the car E is also represented symbolically, illustrating the arrangement of the block-sections and associated mechanism. Fig. 2 is a side elevation of the car, track, and certain mechanism of the car and protecting-hood. Fig.l 3 is an end view of the car and hood. Fig. 4 is an electrical diagram showing the general arrangement of tracks, station-loops, indicating mechanism, and various lines adjacent to aA station. Fig. 5 is an electrical diagram showing the relation and position of the various mechanisms and connections with the car at rest on its track. Fig. G is an electrical diagram showing the relation of parts, mechanism, and connections with the car running at normal speed on the main trolley-line. Fig. 7 is an electrical diagram showing the car running at excessively high speed on the main trolley-line and being automatically checked by the centrifugal governor Gr. Fig. 8 is an electrical diagram showingthe position of parts and mechanism when the car is reduced in speed and runs upon a stationloop. Fig. 9 is a plan view of the switch and its associated controlling mechanism under the conditions just stated. Fig. 10 is an electrical diagram showing the car running on the main trolley-line, the parts and electrical mechanism being in the position when the turnout-switch has failed to open fully and the car is then being automatically brought to rest. Fig. 11 is a plan view showing the track connections and the cars under the condition when there is danger of rear collision of the car running from the loop with the car already upon the main track. Fig. 12 represents similar conditions when the car coming from the loop is in danger of being run into by the car on the main track. Fig. 13 is a plan view of the track, additional siding, and the means for reversing the mot-ion of the car, whereby the car is caused to return ou said additional siding. Fig. 14 is a side elevation showing diagrammatically the reversing-gear on the car and the line conductors with which it connects. Fig. 15 is a diagram showing the main tracks and loop tracks in side elevation, the loop tracks being in a different plane from that of the main tracks and rising above said main tracks. Fig. 1G is a diagram showing the main tracks and loop tracks in side elevation, the loop tracks heilig in a different plane from that of the main tracks and descending below said main tracks. Fig. 17 is a plan view of the loop and main tracks shown in eitherFig. 15 or Fig. 16. Fig. 1S is a diagram showing the main tracks and loops of Fig. 15 in end elevation, the view being taken from the right-hand side of the drawing. Fig. 19 is a diagram showing the main tracks and loops of Fig. 16 in end elevation, the view being taken from the righthand side of the drawing. Fig. 20 is a plan view of the main tracks, showing a plurality of loops disposed at intervals along said tracks together with the car indicated in different positions on said loops. In Figs. 15 to 20, inclusive, all electrical connections are omitted for the sake of clearness, the object of these figures being merely to show the disposition of the main and loop tracks.

Similar letters and numbers of reference indicate like parts.

The system includes- First. A double track A A2, a rail A7 of which serves as the return-conductor and is traversed by a return-trolley T7 on the car.

Second. A main feeder-line D, which extends alongside the track.y

Third. A main trolley-line L, from which current is taken by a trolley T on the car to the motor. This line extends parallel to the track and is divided into block-sections.

Fourth. A breaker-line L, This line is in .sections corresponding to those of L and extends parallel to the tracks. It is traversed by a trolley T6 on the car. Its function is, in connection with suitable devices to be described, to render dead the block-section of L', which immediately follows the block-section on which the car is traveling.

Fifth. A station-line L2. This is a short section of line extending parallel to the tracks and for a certain distance in advance 0f each station. When encountered and traversed by a trolley T2 on the car, its function is, through suitable devices to be described, to supply current to operate the motor and run the carto the station at a reduced rate of speed.

Sixth. A switch-line L3. This is a short section of line parallel to the tracks and disposed in advance of each of the turnoutswitches which divert the car from the main line to a station. When encountered and traversed by a trolley T3 on the car, its function is, in connection with station-line L2 and suitable devices to be described, to close the switch in advance of the car.

Seventh. A safety-line L. This is a short section of line parallel to the tracks and disposed in advance of each switch. When encountered and traversed by a trolley T4 and in connection with suitable devices to be described, its function is to cnt oi current to the car-motor and apply the brakes in case the switch should fail to be properly opened or closed.

Eighth. An indicator-line L5. This line extends parallel with the tracks. It is traversed by a trolley T5 on the car and, in connection with suitable devices to be described, its function is to operate indicating mechanism at the stations to show whether a car is running or at rest and also the speed and block location of the car.

It will thus be seen that there are in addition to the rails and main feeder-line six other lines L', L2, L3, L4, L5, and L6, with each of which a separate trolley T T2 T3 T4 T5 T6 on the car makes contact.

The car E may be of any suitable construction provided with the usual trucks ruiming on the rails and with any suitable electric motor mechanism, (represented symbolically at K.) In addition and coperating with the line system it carries four principal devices with the necessary associated electric and mechanical connections-namely: first, an automatic brake mechanism U; second, a controller V, whereby the current actuating the motor and the brake is controlled; third, a centrifugal governor G, constructed and operating to regulate the strength of the current proceeding to the controller in accordance with the speed of rotation of a car-truck; fourth, a directing-arm P, carrying the trolley T2, whereby contact is made with the station-line L2.

There is located at each station- First. A turnout-loop. This isa track-section connecting by a switch from one track preferably rising up and over the other track and finally descending to join the last-named The station is preferably situated on track.

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a straight portion of the loop, which is parallel to and over the return-track.

Second. A station-line L2, located in a detinite position peculiar to that station, and hence in a different position at each station,

and requiring, therefore, that the directingonly line L2 of station l, if set at a certain greater angle only line L2 of station 2, and so on, the station at which the car will be switched oft from the main line being therefore determined by the position given to the directing-arm P.

Third. A switch mechanism and electric controlling devices so constructed and arranged as that when car-trolley T2 makes contact with the short switch-line L6, located in advance of said station, said switch will be closed to permit the car to run upon the loop, and when said trolley T3 runs off said line L3 then said switch will be automatically opened.

Fourth. A safety mechanism and electric controlling devices so constructed and arranged that when the switch is not properly closed or opened then through the contact of trolley T4 with the short safety-lineL4, located in advance of said station, suitable mechanism is operated to cut off current from the motor and apply the brakes.

Fifth. Branch lines from L6 and L4and associated electric mechanism, whereby a car coming from the station-loop to the main track is prevented from running into a car on said main track by being held at rest until the last-named car has left the block on which itis running; also, so thata car running on the main track will be prevented from overtaking a car coming upon said main track from said station-loop by being retarded or stopped until said last-named car has left the maintrack block upon which it enters.

Sixth. An indicating mechanism X, located at the station and associated with line L6and trolley T6 on the car for giving the information already noted in referring to said line and trolley.

The mai-n trolley-Zine and block :sg/Stem.-v

stopping-point shall slow down.

ating mechanism on the car before reaching T7, whereas L6 is directly connected to trolleys T6 and T7 to return A7, so as to allow currentto flow directly from T6 to T7. Each block-section is connected at one end to the main feeder-line D through a circuit-breaking lever O, which by the action of spring S, attached to it, normally closes contact with the feeder at N6, as shown at the right of Fig. l, so that current proceeds from said feeder to section b of line L', trolley T, return-trolley T7, and retu rn-rail A7. Each corresponding parallel section of the breaker-line L6 is also connected to the main feeder-line D through the coil of a solenoid M12, and the core of said solenoid is connected to lever O. Consequently when circuit is made from feeder D to' breaker-line L6 to trolley T6 and retu rn-trolley T7 and rail A7 the solenoid M12, as shown on the left of Fig. l, attracts circuit-breaking lever O and opens contact N6, so that circuit is broken from feeder D to section-a of line L. Thus the current which passes over a given block-section of L', as b, both actuates the motor and opens the switch, which connects the feeder to the next follow ing block-section ot, so that the car in moving over the line is always succeeded by a dead,

block-section, upon which, of course, no following car can pass.

Special block section-It is often desirable that a car in approaching a station or other This We effect by interposing a suitable resistance R, Fig. 1,in the branch leading from switchlever O to the block-section upon which it is desired speed shall be diminished. Thus, as shown on the right ot Fig. l, by reason of the presence of the resistance R less current would pass upon section l) than upon section ct of line L. We term a section provided with such aresistance, for the purpose stated, a special block-section.

The general arrangement ofccw and hood. This is illustrated in Figs. 2 and 3. The hood J is ofsheet-steel of cross-section conforming to that of the car E. It extends `throughout the entire road and has the rails vand various lines L to L6 disposed within it.

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a semicircle struck from the pivot-point of i directing-arm P (on the car) as a center, so

that the trolley T2 on said arm may make contact with said line, no matter where around the semicircle theline may be placed. Thus in Fig. 3 the trolley T2 is shown in contact with the line L2, placed at the sum mit of the arch, so that the arm P is vertical. This would be the position of the line L2 for one station, and the arm P would then make con- 7 tact with it only when vertical. For another L2, in which case, if it were desired that the car should be switched off at that station, the arm P would be suitably inclined. At a third station the position of line L2 might be as shown at L21, and then the armV P would be still further inclined. In order to adjust the arm P to meet the line L2 of any desired station, we provide the semicircular guide-bar P2 on the car, on which are openings P3, corresponding in position to all of the stationlines and suitably marked. The arm P may be adjusted over any opening P3 and there held by a pin entering said opening, as shown in Fig. 2, or any other suitable means may be employed for holding said arm in position. 'lhe arm is electrically connected with the mechanism which the lines L2 are intended to control, as will be hereinafter more fully explained. Before the car is started, therefore, the arm P is adjusted upon opening P3, which corresponds in position to that of the line L2 of the station at which it is desired the car shall be automatically switched upon the loop-line there located. Afterward the trolley T2 cannot make contact with any station-line L2 except the one for which the adjusted position of arm P adapts it, and when it does make such contact then the car is switched oif at the predetermined station. As shown in Fig. 2, the motor K is arranged to actuate the car-wheels at one end of the vehicle, and at the other end one wheel carries on its inner side the centrifugal governor G. The automatic brake U and its mechanism are supported from the car-frame in any suitable manner, and so also is the controller V. The series of contact-rings 1 2 3 4 are disposed on the caraxle and suitably insulated and electrically connected, as hereinafter explained. The ar- 'row in Fig. 2 indicates the direction of movenient of the car. The trolley T is journaled in the upper side of the doubled bar D', which bar is secured to the under side of the carbody. In passing over switches the lower side of the bar D meets the rails and so lifts the trolley T clear of the junction and prevents injury to it.

The general arrangement of turnout Zoop and Zines at a station-This is shown diagrammatically and in plan in Fig. 4. The main feeder-line D is represented between the tracks; but it may be in any convenient position. Of the various circuit-breakers represented in Fig. 4 those having the solenoid M12 and contact N8 and spring S have already been described in connection with Fig. l. Three others remain, of generally similar construction. That having the solenoid M11 and associated parts operates the track-switch whereby the car is shunted to the station-loop; that having the solenoid M13 and associated parts controls the devices for preventing a car coming from the loop from running into a car on the main track, and that having the solenoid M14 and associated parts controls the devices for preventing a car on the main track from overtaking a car entering the main track from the branch track. Two indicating mech anisms X X2 are shown, one for each track, and these, as already stated, show the speed of the car and the side of the station on which the car is running. The car is supposed to Atravel on the tracks in the direction of the arrows in Fig. 4. For convenience, hereinafter the track from which the car passes upon the loop is termed the uptrack and the other track the downtrack The block-section of L' on the uptrack immediately preceding the switch leading to the loop contains resistance R, and hence is a. special block-section.

T hc brake, governor, and controlling mechanism of the cara-These parts can best be described with reference to Fig. 5, which shows all diagrammatically. The car is here at rest. The wheels and return-trolley Aiare of course on the rails, but none of the trolleys meet any of the various lines. The brake-shoe U is mounted on an arm U2, pivoted at U2. The upper end of arm U2 is connected to the core of the antagonistic solenoid-coils M2 and M', and said core is connected to one end of a spring S. Spring S' normally tends to hold the brake-shoe against the wheel-rim. Solenoid M' when energized, acting against the spring, withdraws said shoe. Solenoid M2 when energized reinforces the pull of the spring. The governor consists of an arm G, having at one end a weight G' and pivoted at its other end G2 to the inside face of one of the car-trucks. The arm is connected to a spring S2, which normally holds its weighted end near the wheel center. When the wheel revolves, the centrifugal force tends to throw the weight G' outwardly or toward the wheelrim against the action of the spring. On the wheel-face are four contact-plates C' C3 C1 C5, with which the governor-arm may make electrical contact, as hereinafter described. The free end ofthe governor-arm also sweeps over a series of contact-points QG to Q12, between which are resistances R5 to R11. Electrically connected with the governor arm contact plates and points are the insulated rings l 2 3 4 ot' the car-axle. Against these rings bear brushes B to B4 The controller V has a pivoted arm W, a curved portion of which enters and forms the core of a curved solenoid M4. When said solenoid is energized, it draws in its core and so causes another arm F, connected to arm W, but insulated therefrom, to sweep over a contact plate C2. A volute spring V2, connected at one end to arm F and at the other end to a fixed point, maintains the end of arm F at one extremity of contact-plate C2 and also upon the irst of a series of contact-points Q' to Q5, between which contact-points are interposed resistances R' to R4. Three circuit-breakers are provided, of the same general construction as those having the solenoid M12. These solenoids are marked M2, M5, and M, and their object and operation will appear as the operation of the whole is developed.

The operation of the apparatus- In order to avoid complication and to render the description clear, we now proceed to assume certain conditions of speed, dac., and to describe the operation of the various mechanisms in these circumstances.

I. The car is running at normal full speed on main line L. This conditionis illustrated diagrammatically in Fig. G, in which for the sake of clearness the parts of the syst-ein not directly aected and acting are omitted. The relation of the weight G' on governor-arm G and the spring S2, acting on said arm, is to be such that when a predetermined or normal speed of the car is attained said arm shall be thrown outwardly by the centrifugal force due to the rotation of its supporting-wheel and the end of said arm shall make contact with the contact-point Q2, so cutting out of circuit the resistances R6, R7, and R8. The fullspeed current now passes from main line L' to trolley T, to brush B, and ring 1, to and along a conductor on the governor-arm G, but insulated therefrom, to contact-plate C', to ring 2, brush B2, to controller contact-plate C2, where the circuit divides. As indica-ted by the short arrows, part of the current then proceeds by controller-finger F to contactpoint Q', and so to the motor K'and trolley T7 to the return-rail A7, and part through the resistances R', R2, and R5 and solenoid M to said return-trolley T7. The solenoid M then overpowers spring S and moves the brakeshoe U away from the car-wheel.

II. The car attains an excessive speed or a speed greatly above that predetermined and normal. This condition isillustrated in Fig. 7, parts not affected being omitted, as before. By the increased action of the centrifugal force due to the rotation of the carwheel the governor-arm G is caused to move outwardly until it makes contact with the limiting contact-point Q12 and with contactplate C1. Current now passes from line L and trolley T to brush B, ring l, to and along a conductor on governor-arm G, but insulated therefrom, to contact-plate C4, to ring 4:, brush B1, resistance R15, and solenoid M3 to returntrolley T7 and returnrail A7. Solenoid M3 being thus energized draws in its core, thus moving its associated pivoted vcircuit-closing lever Osto close contact at N. Current may now pass from ring l to governor contactplate C2, governor-arm G, contact-point Q12, ring 3, brush B2, controller-solenoid M4, and closed contact N' to return. Solenoid M4, acting on controller-finger F, moves that finger from contact-point Q to contact-point Q5, as'shown. Q is connected to one terminal of the motorK, the other terminal of said motor being connected to the return-trolley T7. Therefore this movement of finger F brings all of the controlling-resistances R' R2 R3 R1 into the motor-circuit. It will also be observed that while one terminal of the brakesolenoid M' is connected to return the other terminal is connected to controller contactpoint Q2. Therefore the controller-resistoid.

through the solenoid M2 to return.

ances R' R2 and the additional resistance R12 are also brought into the circuit of that solen- The intervention of these resistances into the circuits of both the motor and the solenoid M reduces the current in both circuits, while in addition full current is established from controller contact point Q5 The strength of solenoid M' being thus decreased the spring S and the opposing solenoid M2 conjointly act to bring the brake-shoe U against the wheel.

Let it now be assumed that, III, the car attains a speed above normal, but not so great as last considered. Still referring to Fig. 7, the governor-arm G will move outward to a less extent and close contact with either contact-point Q10 or Q11. In such case either'or both of the resistances interposed between said contact-plates would be brought into the circuit of controller-solenoid M4, and the controller-finger F would be moved from contact-point Q' to a less extent than before, thus putting in a part of the controller-resistvances R R2, 85e., and so cutting off current to the motor until the speed fell to the normal rate, when the governor-arm G would once more return toQ".

Having now explained the conditions when the car is at rest and running over the road, we come to those under which the car is shunted off to a predetermined station. We now assume, IV, the car is running at normal speed and approaches its destined station. The turnout-switch is to be automatically closed and the speed of the car reduced, so that it may safely pass over the station-loop. This is illustrated in Fig. 8 and also in Fig. 9, which shows the switch-controlling mechanism in plan. The trolleys T2 and T2 on the car now make contact, respectively, with the station-line L2 and switch-line L2. As shown in Fig. 9, L2 takes current directly from the main feeder-line D. L3 is open at one end and connected at the other through the switch-solenoid M11 to the return-rail A7. From trolley T2 current passes along a conductor on arm P to solenoid M5L As the main feeder-line D is directly connected to station-line L2, it follows that when trolley T2 on2aru1 P meets that line L2 then current proceeds to solenoid M5 and thence Vto solenoid M2, and so to return trolley T7 and rail A7. Solenoid M5 controls through its moving core two circuit-breaking levers O4 O3, both of which are connected to the spring S2, which normally tends to keep open their contact-places N2 and N3. Solenoid M2, as already explained, controls contact N'. Now when trolley T2 meets station-line L2 curreutflows through solenoid's M5 and M2, contact N2 being-thus closed. The current proceeds therefrom to the junction point H, where it branches. Following one branch it then proceeds to the contact N2, and so to trolley T3, and thus gets on the switch-line L2, which leads it through the switch-actuatin g solenoid IOO M44, Fig. .(J, and so to return. The core of solenoid M11 is directly connected to the movable switch-rail A3 and also to a spring S4, which normally acts to keep the switch open; but when the solenoid M11 is energized, as above described, then it acts to move the switch-rail A3 against the pull of the spring S4 and so to close the switch; and, furthermore, as the trolleys T2 and T3 both meet their lines L2 and L2 considerably in advance of the switch the latter becomes of course set before the car reaches it. Returning now to junction-point H, following the other branch of the circuit, and remembering that with the car running at normal speed the governorarm would be on contact-point Q2, as indicated by the dotted line on Fig. 8, circuit passes to brush B', ring l, resistance R, contact Q, (contacts Q40, Q44, and Q42 are omitted in this gure,) and thence by governor-arm G to contact-plate C5, toiring 3, brush B3, controller-solenoid M4, contact N, and so to return. Solenoid M4 now being energized would move the controller-finger F momentarily over to contact-point Q, (see also Fig. 10,) and the effect of this, which has already been described in detail in the preceding paragraph 11,(the car attains excessive speed, dsc.,) is that the motor-current is reduced and brake applied.

We now proceed to describe how, V, the car is brought to reduced speed and runs upon the station-loop. As the speed has fallen the governorarm G has gradually swung inward to its slow-running position, in which it is shown in Fig. S-that is, in contact with contact-point QG-cutting in the resistances R8, R7, and R6, and so gradually reducing the current in the controller-solenoid M4. The finger F is then slowly carried back by its volute spring.r from Q5 over the resistances R4 R2 R2 R to Q2, reducing the strength of the braking-solenoid M2 and increasing 'that of the brake-release solenoid M' and the flow of current through the motor. Vhen the car attains its predetermined slow-running speed, the controller-finger F is in contact with contact-point Q2, the resistance R being so adjusted as to send a current of such strength from R2 to motor as to produce the slow speed of the car. This current passing through solenoid M' also holds off the brake. The car traveling at this slow speed clears the switch and then trolley T2 runs off the end of switch-line L3. (See Fig. 4:.) Solenoid M11 then becoming dead its spring S4 opens the switch. The car then runs into the station on the current from station-line L2 at slow speed, and since L2 stops a little before the car reaches the station (see Fig. 4) as the car leaves it all current will cease to fiow to motor and brake solenoids, so that the brake-spring S will apply the brake and bring the car to rest, as shown in Fig. 5. The car having been unloaded may be reiilled and directed to any station on the line or the main depot by adjusting the arm P to suitable position. The attendant starts it on its journey by pushing it by hand until it reaches the inclined portion of the loop, down which it passes by gravity until it reaches the track, along which it travels, as already described. It has of course been assumed in the foregoing that the track-switch whereby the car has been shunted to the station-loop has Worked properly.

We now assume, VI, the switch has failed properly to close, or the car having passed upon the loop has failed properly to open. These contingencies are guarded against in the following manner: Referring to Fig. f). secured to the movable core of solenoid M11 is a finger F3, which as said core moves in and out of the solenoid passes over and makes contact with a fixed contact-plate CG. The width of this plate is such that the finger F3 runs off of it at one side or the other only when the switch is fully closed or fully open. The finger F3 is connected by a flexible connection with the main feeder-line D, so that when said finger is in contact with the plate Cn current may pass from said feeder to the finger end and so to the plate, and thence to the safety-line L4 connected to said plate. From line L4 current proceeds to trolley T4, and thence to a solenoid M( on the car. As shown in Fig. 10, the core of this solenoid has a retracting-spring S5 and actuates a pivoted circuit-closing lever OG to make and break contact at N4, and also another circuit-closing lever O, which on one side makes or breaks a double contact at N5 and on the other side a single contact. The arrangement of levers O5 and Of is such that when solenoid M0 is energized the double contact at N5 and the contact 'at N4 are closed simultaneously. The current now proceeds as follows: After passing through solenoid MG it goes to return. When contact N4 is closed, it bifurcates, part fiowing through resistance R42 to solenoid M3 to return,

thus closing contact at N', and part passing through a shunt between solenoid M6 and a resistance R42 to the double contact N5, both to controller-solenoid M4 and contact-plate C2. Solenoid M4 then carries finger F over to contact Q5, cutting resistances into the motor-circuit and that of brake-release solenoid M and out of the circuit of brake-solenoid M2. Current is thus cut 0 from the motor and brakerelease solenoid M, and the brake is heavily applied by solenoid M2, which is energized by the current flowing through contactN5, plate C2, controller-finger F, contact-point Q5, resistance R17, and solenoid M2 fo return. The car therefore stops almost immediately. As soon as the switch is properly opened or closed the contact-finger F3 runs off of contact-plate CG on one side or the other, thus breaking circuit from the main feeder to trolley T4. So-

lenoids MG and M3 then permit their associated springs to open the contacts N4 and N4, whereupon the controller-solenoid M4 allows finger F to return to the position it occupied immediately prior to the stoppage of the car,

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the brake is released, trolley connection to motor is restored, and the ca-r resumes its travel. If the car continues its journey on the main line, as shown in Fig. 6, contact at N will be opened; but if after passing on the loop the switch closes imperfectly behind it still the trolley T3 will continue in contact with station L2, and therefore the car in the loop will be permitted to continue its travel to the station, although a following car on the main line will be stopped. l

We now assume, VII, the car being ready to Start on its return journey, another car running on the track upon which it is about to enter gets in the way. Referring now to Fig. 11, in which E represents the car on the loop, moving as indicated by the arrow adjoining it, and E' represents another car on the main track, also moving as the arrow next to it indicates. obviously there is danger of E running into E. This, however, is prevented by delaying car E, while allowingcarEtogoon. Ithasalreadybeen shown in paragraph VI how a current proceeding from line L4 to trolley T4 stops the car. In the station-loop is provided a short section of line L4, which is connected to main feederD through a contact N11, governed by nger F5, which is controlled by solenoid M13. One terminal of M13 is connected to the feeder D and the other tothe breaker-line L11. Normally, the solenoid M13 not being energized, contact N9 is broken bythe retracting-springSG, If, however, a car E' takes position on the lineblock in front of car E, then circuit is established from feeder D through solenoid M13 to breaker-line L6 and through the car connections to return-trolley T7 and return-line A7. Solenoid M13 then closes contact N3, current passes from feeder D to trolley 'l`4 of car E, and car E stops until car E clears the block.

VIII. The car being ready to start on its return journey, another car running on the track upon which it is aboutto enter is liable toovertake it, Fig. l2'. Here Eis the car coming upon the track from the loop and E2 is the overtaking car. Itis necessary to `delay E2 and allow E to go on. The trolley T of Ez is running `on the main line L', current passing to it from main feeder D by contact N3, as already described. In the circuit from N3 to main line L' is interposed a circuit-closing linger F6, normally caused by its retractingspring S7 to close the contact N10. Said finger is controlled by solenoid M14, one terminal of which is connected to main feederD and the other to a short line L6a in the station-loop. Assuming now that the car E2V is running on its track, contact N10 being closed, the arrival of car E upon the short line L33t closes circuit from L11 through car-trolley T1 to trolley T7 and return-rail A7. Solenoid M14 being energized opens contact N10, breaking circuit from feeder D to trolley T' of car E2, and accordingly car E2 stops while car E proceeds.

We now assume, IX, a car having started from the main or central station, for example, it is desired to bring it back. This is illustrated in Figs. 13 and 14. In Fig. 13, Z represents the main station, at which on the down side of the loop is arranged a return siding, (indicated by dotted lines A3.) Between the ytracks of this siding is provided a reversing-line L3, connected to a circuitcloser O7, which is normally retracted by a spring S3, so as to break circuit from main feeder D to lineLS, butwhich establishes circuit when manually closed. The reversing device on the car is represented in Fig. 14. Solenoid M15 being supported on the car in any suitable wav controls the ordinary reversing-switch O3, lwhich switch is placed in the motor-circuit between trolley T and return-trolley T7. When trolley T8 on the car runs upon reversing-line L3, then current is established through the solenoid M15 to return-trolley T7, and the direction of current in the motor may be reversed by closing circuit-breaker O7. The car is supposed to proceed from Z on/the station-loop in the direction of the arrows f. When it gets on the main line, the operator at Z closes circuit 4from feeder D to reversing-line L3, the motion of the car is reversed, and it returns to the station on the siding A8 in the direction of arrow g. The loop at Z' is intended to show that cars can be transferred from up to down track by ordinary sidings and loops arranged as indicated, the crossover part of the loops being above the main tracks. The reversing-line LS is here shown as located only in a return shunt; but of course it can be laid along the entire road or any section of it and operated by manual control, as already described.

X. The rtmmt'ng-ndtfcators X X3.The object of these devices is to show variations in speed of car and also the side of the station on which a car is running. One indicator is provided for each track. The indicators receive current-of variable strength corresponding to speed of car from the indicator-line L5.

Referring to Fig. 6, when the car increases in speed the governor-arm G moves outward centrifugally, cutting out resistances and finally allowing a full-speed current to flow from trolley T/'to ring l, resistance R9, ring 3, brush B3 to trolley T5, and so to the signaling-line L5. The strength of current reaching line L5 will therefore obviously depend upon the speed of the car and will vary accordingly.

Referring now to. Fig. 5, the indicator X, located at a station, is interposed in signaling-line L5, between the parts of which it is connected by wire h3 to the return-rail A7. It has a pivoted index I, weighted at its end I2 and provided at its opposite end with a curved plate I3, which plate when the index swings on its pivot moves in inductive proximity to the correspondingly-curved face of the fixed core of electromagnet M10, which core carries two coils. The index I is me- ICO IIO

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chanically connected to the movable cores of opposing solenoids M0 and M15. One terminal of solenoid M0 is connected to a pivoted arm which is retracted by spring S0 to normally hold open the contact N5, and said arm is counected to the core of solenoid M7. The other terminal of solenoid M1 is connected through resistance R14 to a contact-plate C5. The terminals of the opposing solenoid M15 are similarly arranged, one being connected fo a spring-retracted arm controlled by solenoid M18 and governing a contact N18 and the other through resistance R15 to contact-plate C0. 'Ihe fixed contacts at N5and N1S are electrically connected by Wire 71, to the main feeder D. The indicator is placed vertically and has a pendulum Y, which in swinging to one sido or the other establishes contact with plate C9 or C0. 'lhe pendulum-arm is secured to both movable cores of the opposing solenoids Ms and M17 and is connected by wire 7L5 to the return-railA7. The remaining circuits in the indicator are as follows: On one side of the apparatus from solenoid M7 to solenoid Ms the circuit here branches. One branch proceeds through solenoid M8 to wire h3. The other branch proceeds through one coil of solenoid M10 to wire 72,5; on the other side of`- the apparatus in similar manner from solenoid M1S to solenoid M17. The circuit here branches. One branch proceeds through solenoid M17 to Wire h3. The other branch proceeds through the other coil of solenoid M10 to wire 71.3. When the car is at rest, as shown in Fig. 5, the trolley T5 being'off of line L5, no current passes to the indicator. The parts of the apparatus then assume the positions represented in said figurethat is to say, the index-arm I is caused by its weighted end I2 to fall into the position shown at the extreme right of its path, thus showing that the car is on the right-hand side of the station. The pendulum Y hangs perpendicularly, not in contact with either plate C5 or C0.

Referring now to Fig. 6, We here show the mechanism on the right-hand side of the indicator, which comes into operation when the car is running on the right-hand side of the station. The corresponding mechanism on the left-hand side of the indicator is omitted for the sake of clearness. Current proceeds from car-trolley T5 to line L5, to solenoid M7, which closes contact N5, thus allowing the current from main feeder D to proceed by wire 71, through contact N5 to solenoid M0. A part of this current energizes solenoid M0, which carries pendulum Y into contact with plate O5, thus completing circuit from solenoid M10 to wire 71,3 and return. The indexarni I is now acted on by both solenoids M10 and M0, the first tending to bring it vertical, the second to defiect it to the right. As a result it assumes an inclined position, as indicated, when full current is actuating the car, and hence when the car is at normal full speed. If, however, the speed should fall off,

then the strength of solenoid M10 Would be correspondingly weakened and the solenoid M5 would pull the index-arm still farther to the right. Hence the side toward which the index-arm is defiectedshows on what side of the station the car is running, and the angle of deflection shows the speed of the car. If the car instead of being on the right-hand side of the station were on the left-hand side, then the devices on the left-hand side of the indicator would operate in like manner and the index-arm I would swing more or less to the left instead of to the right.

In Fig. 4 the indicator X belongs to the uptrack and X2 to the down-track. Indicator X is connected to the 11p-track signaling-line L5 by the wires d d, to return-rail A7 by wire 7b3, and to main feeder D by wire 7L. Indicator X2 is connected to down-track signaling-line L5 by the wires d d', to return by wire h2, and to the main feeder by branch h1.

XI. Arrangement of tracks cmd loops.- This is illustrated in Figs. 15 to 20, inclusive, in which, as before, A A2 are the main tracks. The loops A0, A10, A11, A12, and A13 are disposed at intervals along the main tracks and extend from one main track to the other. The car E, Fig. 20, is shown on main track A just about to pass upon the loop A0 and in various successive positions upon the remaining loops A10 to A12 until at A13 it has passed upon the return-track A2. The stopping mechanism for the car when upon the loop, which has already been fully described, may be arranged to arrest the motion of the car at any convenient place on said loop where a station may be located. Thus such a position may be that of the car E on the loop A11, Fig. 20. The loops A0 A10, &c., being in a different plane from that of the main tracks, may rise above said main tracks, as represented in Figs. 15 and 18, or descend below the main tracks, as represented in Figs. 16 and 19. In the case of Fig. 15 the car will first ascend the incline of the loop and then pass upon a straight portion thereof. (Represented at A14, Fig. 15.) Upon being started upon its return journey it will descend the incline A15, and so pass upon the return-track A2. Where the loop descends below the level of the main track, the car will first descend au inclined portion of said loop and then pass upon a level portion, as indicated at A15, then ascend the inclined portion A17 to pass upon the return-track A2. In Figs. 15, 16, 17, 18, and 19 the car on the level portion A11 or A15 of the loop is represented at E2, and cars running on the return-track A2 are represented at E5 and E4.

We claim- 1. In an electric railway, a track, a plurality of sidings, a car adapted to travel on said track and sidin'gs, a switch between said track and each of said sidings, an electromagnetic device associated with said switch for operating the same, a fixed circuit-terminal in proximity to each switch,aud a pivoted circuitclosing arm carried by said car; the said cir- IOO IIO

cuit-terminals being disposed in dierent positions on an arc struck from the pivot center of said arm, and the said arm being adjustable to make contact with any one of said terminals and thereby to establish circuit from said terminal to the electromagnetic device operating the switch at the siding in proximity to said terminal. p

2. In an electric railway, a tracka plurality of fixed circuit-terminals in proximity thereto, a car adapted to travel on said track and a circuit-closer on said car adjustable to make contact with and so close circuit through any one of said terminals to electrically-operated mechanism on said car.

3. In an electric railway, a track, a plurality of line conductors communicating with a source of current, disposed along said track in proximity thereto, a carl adapted to travel on said track and a circuit-closer on said car adjustable to make contact with and so close circuit through any one of said conductors to electrically-operated mechanism on said car.

4. In an electric railway, a track, a plurality of iixed circuit-terminals inproximity thereto, a car, a motor actuating said car, a device for regulating the strength of current actuating said motor, a circuit-closer on said car adjustable to close circuit through any one of said terminals and said regulating device and thereby automatically to modify the speed of said car.

5. In an electric railway, two main tracks, a loop-track extending from one main track to the other and in a different plane from said tracks, a car adapted to travel on said tracks and means for diverting said car from one of said main tracks to said loop-track.

6; In an electric railway, two main tracks, a loop-track extending from one main track to the other in an upwardly and downwardly directed curve, and means for diverting said car from one of said main tracks to said looptrack.

7. In an electric railway, two main tracks, a loop-track extending from one main track to the other and in a different plane from said tracks, a car adapted to travel on said tracks, means for automatically diverting said car from one of said main tracks to said loop-track, and means for automatically stopping said car on said loop.

8. In an electric railway, a main track, a branch track, a car adapted to travel on said tracks, and means for automatically reducing the speed of said car prior to its passage from said main track to said .branch track, and vice versa.

9. In an electric railway, a track, a siding, a car adapted to travel o n said track and siding, a switch between said track and siding, an electromagnetic device for actuating said switch, electrically-actuated brake mechanism on said car, a fixed line conductor in proximity to said switch and communicating with a source of current-supply and a circuitclosing device on said car constructed and arranged to establish circuit from said line conductor `to said brake-actuating mechanism' and said switch-actuating mechanism whereby said mechanisms are operated.

10. In an electric railway, a track, a siding, a car adapted to travel on said track and siding, a switch between said track and siding, an electromagnetic device for actuating said switch, a fixed line conductor in proximity to said switch and communicating with a source of `cu rrent-supply, and, on said car, a drivingmotor, means for regulating the strength of current passing thereto, a brake-actuating mechanism and a circuit-closing device being constructed and arranged to establish circuit from said line conductor to said brake-actuating mechanism, and a motor-current regulator, whereby said brake mechanism is operated and said motor-current regulated.

ll. In an electric railway, a track, a siding, a car adapted to travel on said track and siding, a switch between said track vand siding, and, on said car, means f`or electrically controlling said switch and means for arresting the movement of said car upon the failure of said controlling means to close said switch.

l2. In an electric railway, a track, a siding, a car adapted to travel on said track and siding, a switch between said track and siding, means for holding said switch normally in open position, and, on said car, means for electrically controlling said switch to close the same andY means for arresting said car when said switch is neither fully open nor fully closed.

13. In an electric railway, two main tracks, a loop-track connecting said main tracks, cars adapted to travel on said tracks, means for automatically diverting a car from one of said main tracks to said loop-track and means for preventing collision of said car upon its passage from said loop to the other main track, with cars on said last-named track.

14. In an electric railway, two main tracks, a loop-track connecting said main tracks, cars adapted to travel on said tracks, means for automatically diverting a car from one of said main tracks to said loop-track, and means controlled by said car for arresting the motion of acar on the other main track, and thereby preventing collision between said loop-car and Ysaid main-track car, upon the passage of said loop-car from said loop to said main track.

15. In an electric railway, two main tracks, a loop-track connect-ing said main tracks, cars adapted to travel on said tracks, means for automatically diverting a car from one of said main tracks to said loop-track and means controlledby a car on the other main track for arresting the motion of said loop-car and thereby preventing collision between said loop-car and said main-track car, upon the passage of said loop-car from said loop to said main track.

16. In an electric railway, two main tracks, a plurality of loop-tracks curved in the same IOO direction and connecting said main tracks, a car, and means for automatically diverting said car from one of said main tracks to any predetermined loop-track.

17. In an electric railway, two main tracks, a plurality of loop-tracks connecting said main tracks, a station on each loop-track, a car, means for automatically diverting said car from one of said main tracks to any predetermined loop-track, and means for automatically stopping said car at the station on said predetermined loop.

1S. In an electric railway, a car, two main tracks, a loop-track connecting said main tracks and extending upwardly from and over said main tracks, and means for automatically diverting said car from one of said main tracks to said loop.

19. A telpherage system, comprising a main track, side tracks, switches for controlling connection between said main track and said side tracks, movable cars provided with means for operating a predetermined trackswitch without affecting other track-switches,

and also provided with electric brakes, and means for automatically applying said brakes for overcoming the inertia of said cars.

20. In an electric railway, a car, two main tracks a loop -track connecting said main tracks having a level portion located in a different plane from that of the main tracks, means for automatically diverting said car from one of said main tracks to said looptrack and means for automatically arresting said car upon said level portion of said loop,

21. In an electric railway, two main tracks, a loop-track connecting said main tracks, a car adapted to travel on said tracks, means for automatically diverting said car from one of said main tracks to said loop-track, and means for electrically impelling said car over a predetermined length of said loop-track.

THoMAs E. MURRAY. JonN VAN vLEoK.

Witnesses:

Jos. WILLIAMS, A. A. REGENs. 

